Impact energy absorbing mechanism for railway vehicles



J. C. SETTLES Dec. 29, 1964 IMPACT ENERGY ABSORBING MECHANISM FOR RAILWAY VEHICLES Filed June e, 195s 4 Sheets-Sheet 1 J. C. SETTLES Dec. 29, 1964 3,163,301

' IMPACT ENERGY ABsoRBING MECHANISM FOR RAILWAY VEHICLES 4 Sheets-Sheet 2 Filed June 9, 1958 JAMES 6. SETTLES EL?, A ..L

ATTORNEY J. C. SETTLES Dec. 29, 1964 IMPACT ENERGY ABSORBING MECHANISM FOR RAILWAY VEHICLES Filed June 9. 1958 4 Sheets-Sheet 3 Dec. 29, 1964 J. C. SETTLES IMPACT ENERGY ABSORBING MECHANISM FOR RAILWAY VEHICLES INVENTOR JAMES 0.3577155 4 Sheets-Sheet 4 3,163,301 Patented Dec. V29, 1964 United States Patent itice 3,163,301 IMPACT ENERGY ABSORBING MECHANISM FDR RAILWAY VEHICLES James C. Settles, Columbus, Ohio, assigner to The Buck eye Steel Castings Company, Columbus, hio

Fiierl June 9, 1958, Ser. No. 740,785

12 claims. (C1. 21a-s) The present invention relates to hydraulic energy( absorbing means in association with a railway vehicle body Y and more specifically pertains to liquid cushioning means in operative relationship with the couplers and draft riggings of a railway freight car to provide means for absorbing and dissipating the kinetic energyV inherent in impact engagement of the couplers which occurs during coupling operations between cars, in train operation, in switching and humping operations, or in any type of collisions wherein an impact is applied to either or both couplers.

An object of the present invention is to provide an energy absorbing mechanism in association with known draft riggings and with a conventional center sill structure of a railway freight car wherein liquid forms an element of the energy absorbing means and its flow through a restricted passage or passages during collision is metered to cushion movement of the coupler and elements making up the invention relative to the center sill structure whereby substantially all of lthe kinetic energy of the collision is absorbed by the motion of the liquid and thereafter dissipated as heat from the liquid.

Another object of the invention is to provide an auxiliary center sill structure which may be mounted within a conventional double Z center sill structure of existing or new cars with the auxiliary sill structure adapted to move longitudinally of the standard sill structure with the hydraulic means accommodated within the sill assembly and actuated upon movement of the auxiliaryl sill structure relative to the xed sill structure to cushion impacts in either direction and to substantially reduce the magnitude Vof the forces transmitted to the vehicle body.

A more specic object of the invention isv to provide a plurality 'of double acting hydraulic devices in association with the couplers and draft riggings of a railway vehicle through which an impact applied to one or both couplers and in either direction is transmitted to cushion and substantially dissipate the energy of the impact and thereby control the magnitude of the force exerted upon the iixed sill structure and vehicle body with the hydraulic devices and the elements associated therewith accommodated in orV housed within a standard sill structure for the railway vehicle. y

Other and further objects and features of the invention will be appreciated and become apparent to those skilled in the art to which the invention pertains and as the present disclosure proceeds and upon consideration of the accompanying drawings and the following detailed description wherein an exemplary embodiment of the invention is disclosed.

In the drawings: Y

FIG. 1 is a side elevational View of the lower portion of a railway freight car provided with hydraulic impact energy absorbing means exhibiting the invention for both couplers thereof.

FIG. 2 isla vertical section on a larger scale taken along the longitudinal center of the sill assembly showing the portion thereof indicated at 2 in FIG. 1. I

FIG. 3 is a similar sectional view of that portion of the sill assembly and the absorbing mechanism indicated at 3 in FIG. 1. p

FIG. 47is a sectional plan view of the sill'assembly and that portion of the absorbing mechanisrn'shown in FIG. 2. Y

FIG. 5 is a sectional plan of the portion of the energy absorbing mechanism and sill assembly shown in FIG. 3. Y i FIG. 6 is a sectional plan view similar to FIG. 4 showing displacement of the coupler and parts associated therewith to the full closurepositionand toV therigh with respect to the ixed sill structure.

FIG. 7 is a sectional plan view similar to FIG. 5 showing the movable sill structure displaced to the full closure position to the right relative to the xed sill structure.

FIG. 8 is a sectional plan view of that portion ofthe energy absorbing Ameans indicated at 8 inFIG. 1 and showing the position of the parts in the full closure position to the right.

FIG. 9 is a transverse sectional view executed onra still larger scale and taken on the line 9-9 of FIG. 2.

FIG. l0 is a transverse sectional view takenlon the line 10--10 of FIG. 2. v 1 FIG. 1l is a transverse sectional view taken on the line 11--11'of FIG. 2. i i v FIG. 12 is a transverse sectional view taken on the linef12-12 of FIG. 2. l Y Y FIG. 13 is a transverse sectional view taken on the line 13-13 of FIG. 3. i

' FIG. 14 is a transverse sectional view taken on the line 14-14 of FIG. 3.

The rinvention pertains to hydraulic means in association with a railway car and the couplers thereof which acts to cushion impacts applied to one or both couplers. The arrangement of the hydraulic means is such that the V absorbing mechanism operates during the application of buing or pulling impact forces applied to either coupler of the railway vehicle. Theembodiment of the invention herein disclosed includes two hydraulic devices one associated with each end of a railway vehicle both of which act to cushion impacts in either direction and the entire hydraulic absorbing mechanism is so constructed that it `may be applied within a Vstandard double Z type center sill structure fixed to existing or new car bodies.

Referring to the drawings there is represented in FIG. 1 a railway car body 16 which is equipped with a con- Ventional double Z type center sill structureV 17 and whichv forms apart of the underframe of the railway car body 16. The center sill structure 17 is attached to the car body and may be regarded as the fixed sill structure. In carrying out the invention an auxiliary center sill structure 18 is arranged within the xed sill structure 17 so that the auxiliary sill assembly may move longitudinally of the car body and relative to the'lflxed sill structure 17. The slidable auxiliary sill structure 18 consists of a pair of spaced channel members 19 with top and bottom cover plates at spaced intervals along the length of the movable sill structure 18. The channel members 19 form the major elements of the auxiliary sill structure 18 and extend continuously throughout the length of the railway vehicle and project beyond each end of the lxed sill structure a predetermined distancein order to accommodate relative sliding movements of the sill structures during a collision. The normal or neutral position of the auxiliary sill structure 18 as it projects beyond the ends of the railway car body 16 is shown in FIG. l.

A striker casting 21 is provided at each 'end of the auxiliary sill structure 18 having a coupler carrier 22 (FIG. l2) thereon for supporting the stem 23 of a railway coupler 24 of the knuckle type. The auxiliary sill struc- 3 lugs ture 18 carries front draft 26 and rear draftlugs 27 as best shown in FIGS. V4 and 6. Each coupler Vis provided with a conventional type of draft rigging which includes a yoke 28 and a resilient draft'gear as represented by phantom lines 2,9 andthe usual front and rear fol'- .lowers 31 and 32. VThe coupler'and theV yoke and the l Y 50 overlies the cylinder 46 and Vv35 which may be secured to the. outturned anges 71 of draft gears are assembled and arranged withineach end n of the auxiliary sill structure 18 and cooperate in Vthe usual manner with the coupler carrier 22 and the front Y draft llugs 26 andtheA rear draft lugs 27. The inner ends of each pair of rear draft lugs 27` are joined by a trans- Yersely disposed member`33 which serves to limit the total relative movement of the auxiliary sillstructure 18 relative'to the fixed sill structure 17 and this feature will' be appreciated as the present disclosure proceeds.

y The wheels 35 of the trucks for the vehicle body 16 Y,

are represented in FIG. l and abody ycenter plate 36 isv provided at the truck center which is secured to the fixed sill structure 17 as `best illustrated in FIGS. 2 and 4. The center plate 36 includes lateral portions 37 which extend under the sill structure 17"and Vunder the body bolster bottom cover plate 38 which extends under the fixed sills at Vthis location and is secured tothe horizontal flanges of the double Z center sill structure 17.V The body center platev 36 and its lateral portions37 are reinforced by a pair oftransversely extending beams `2&9 whichextend under the outturned anges of the sill structure 17.' A center post indicated generally at(` 40 vis formed 'of two parts 41 and 42 for convenience in application to the sill' structure. YThelower part 42 of the center post may be formed integral with the center plate 36 while the upper part 41 may be attached by any suitable means suchas welding to the top web of the fixed centersill Ystructure 17. 'Ihe outer vertical face 43 as provided by the upper and lower parts of the center post structure forms a stop which-cooperates with the member 33 forming `a part ofthe rear draft lugs 27 tolimit relative movements of the sliding sill structure and the fixed sill structure. The inner vertical face 44 (FIG. 2) as provided on the upper and lower parts 41 and-42 of the center post structureV cooperates with and forms an abutment forrone end of a piston rod 48 for one of the-hydraulic mechanisms.

One hydraulic'device is positioned inwardly of the center post structure 40. Another hydraulic device of similar construction is associated with the sill assembly structure 17.

theenter sill by rivets 60. The plate 55` is maintained in spaced relationbelow the lianges 71 toaccommodate the plate 51 by means of filler plates 65. A pair of lugs 53 are in abutting relationship with one end of the cylinde'r 46 as shown in FIG; 4 and these lugs are `attached by `any suitablek means such as weldingto the-channel.

members 19 ofthe auxiliary sill structure 18. A similar Set of lugs 54 are in abutting relationship with the other end of the cylinder 46. These lugs may be welded or otherwise secured to the channel members 19 which form the principal elements of the auxiliary sill structure 18. The lugs,v 53 andthe lugs 54 provide means preventing endwise movementk of the cylinder with respect tothe auxiliary sill structure so that the cylinder 46 is moved with respect to the fixed sill structure 17 and with respect to the car body 16 upon longitudinal displacement ofthe auxiliary sill structure 18 with respect to the fixed sill In the normal or neutral position of the auxiliary sill structure 18 with'respect to the fixed sill. structure 17 the piston 47 roccupies a position substantially midway between Ithe ends of the cylinder 46. The interior surface Y' of the cylinder 46 is of cylindrical shape and the piston width throughout .the length of the cylinder.

47 is adapted for axial movements relative to the cylinder. The wall of the cylinder 46 is provided with metering grooves 58. These grooves may be formed with constant or radial dimension of each. groove may be uniform throughout the center portion ofthe cylinder for a distance equal to the width of the piston 47. From these points to the respective ends vof the cylinder the metering grooves 58 decrease in depth. These grooves may take other forms whereinV the cross section decreases in profor the coupler 24R` and draft rigging at the other end of the railway vehicle. Each hydraulic device is of identical construction andan appreciation of lthe structural characteristics ofone provides an understanding ofthe natureand mounting-of the other. One hydraulic device is shown in FIGS. 2,4 and 112 in relationship with associated parts of the sill assembly. Each hydraulic device includes a cylinder 46 and a piston 47 mounted for .-reciprocating movements in` the bore of the cylinder. The cylinder 46 is rugged construction but is ofv such exterior dimensions as toY be accommodated within the area between the'channel members 19 of the slidingusill struc-Y turreglS.` The piston rod 4S extends from each face of the piston 47 andy is desirably formed integral therewith.

Disc-shaped members 49 close the ends of the cylinder 46 andthe piston rod 48 extends through each disc. The discs 49 are secured to the cylinder in liquid tight relaf tionship. Any suitable means may be provided forsealing the piston rod 48 relative tothe disc shaped members 49 so as to prevent leakage of liquid from the cylinder under the pressuresV required for absorbing the impact` ceeding towardsthe ends of the cylinder in a manner as requiredto produce the desired closure curve. The rate of decrease in depth or reduction in Vcross section of each groove maybe determinedv mathematically to produce the metering effect desired for cushioning movements of the cylinder 46 relative to the piston 47 in either direction in4 response to movements'of the auxiliary sill structure 18 relative to the xed sill structure 17. The cylinderl 46 is filled with liquid'rwhich may be introduced through a fill opening 459 (FIGS.V2 and 12) whichrmaybe closed by a threaded plug 61. One channel member 19 and the associated vertical side ,web of the fixed sill structure 17 kare provided with slots 62 for the removal of the plug 61 and the introductionof liquid intoy the ll opening 59. The filling operation is desirably carried out inthe neutral position of the auxiliary sill structure with respect to the fixed sill structure when the lslots 62 are in registration.

The outer end ofthe piston rod 48 is in abutting relationship with the inner face 44'of the center post40 and remains in such abutting relationship throughout all operating conditions. The inner end of the piston rod 48 is in abutting relationship with the outer face (FIG. 3) of a stop lmember indicated generally at 64 and come prising two block shaped elements 66y and 67. This stop member is formed Yof two partsfor convenience in application and attachment to the fixed sill structure 17. The upper element 66 is welded to the top. web of the center sill structure as best shown Vin FIGS. 3 and 13. The lower block shaped element is kattached in a suitable man ner such as welding lindicated at 68 to a plate 69 which is in turn attached to the Voutturned lower lianges 71 of the iixed'sill structure by means of rivets 72 or the like.

The block shaped elements forming `the stop member 64 are of such dimensions measured transversely of the sill assembly as to be accommodated between the inturned upper and lower flanges of the channel members 19,.

The depth Thus the piston rod 48 having its outer end in abutting relationship with the inner face 44 of the center post 40 and its inner end in abutting relationship with the outwardly directed face 70 of the stop member 64 remains in a fixed position with respectto the xed sill structure 17 and with regard to the car body 16.

A recoil spring 73 is arranged centrally ofthe car body and accordingly occupies a generally mid` position with respect to the length of the sill assembly. The spring 73 is desirably of a helical type having aldiameter so as to be accommodated within the sill assembly and between the inturned anges of the channel members 19 of-the auxiliary sill structure 18 as best shown in FIG. 14. One end of this spring or resilient means 73 engages a follower 74 having a spring positioning ring 76 thereon. Another follower 77 is provided in engagement with the vother end of the helical spring 73 and the follower 77 has a spring positioning ring 78 thereon. A plane surface of the follower 74 is in engagement with abutment means indicated generally at 79 (FIG. 3) and a plane surface of the follower 77 is in engagement with abutment means indicated generally at 81. The abutment means 79 and 81 each comprise an upper block-shaped element 82 and a lower block-shaped element 83. These abutment means are formed of two elements for convenience in application and attachment to the fixed sill structure 17. The block elements 82 are secured to the top horizontal web Vof the fixed sill structure 17 in any suitable manner such as by means of welding. The lower block-shaped elements 83 are attached in any suitable manner such as welding to a shear plate 84 which is in turn attached to the outturned flanges 71 of thevxed sill structure by means of rivets 86. The block-shaped elements 82 and S3 are each of such dimensions measured transversely thereof as to be accommodated between the inturned upper and lower flanges of the channel members l19 as shown in FIGS. 5 and 14.

, A pair of lugs 87 (FIG. 5) are attached to the channel members 19 of the auxiliary sill structure and these lugs in the normal or neutral position of the auxiliary sill structure 18 with respect to the fixed sill structure 17 `engage opposite side edge portions of thefollower 74. The lugs 87 may be welded or otherwise securely attached to the auxiliary sill structure 18. A similar pair of lugs 88 are attached to the channel members 19 of the auxiliary sill structure as best shown in FIG. 5. The lugs 8S in the normal or neutral position of the auxiliary sill structure 18 with respect to the fixed sill structure are in abutting relationship with side edge portions of the follower 77. The space between the confronting edges of the lugs 87 and the space between the confronting edges of the lugs 88 is suiiicient to accommodate the abutment means 79 and 81 therebetween. The spring 73 serves to to the auxiliary sill structure 17. It is these lugs which move the cylinder 46 relative to the piston'47 and the force developed by such movement is controlled by the metering of the hydraulic device before itis transmitted to the car body.A A similar hydraulic device and associated parts are provided within the sill assembly to the right of the center of the car body 16 shown in FIG. 1 and in association with the coupler 24R and' the draft rigging at this end of the vehicle. Y

The extreme end portions of the channel members 19 are joined by a top cover plate 91. This plate terminates at 92l (FIG. 2) and the channel members 19 in the vicinity of the center post structure 40 are devoid of a top plate to permit sliding movement of the auxiliarysill structure 18 relative to the center post. A bottom plate 93 connects the lower portions of the channel members 19 of the auxiliary sill structureiat the ends thereof and these plates (as shown in FIGS. 2, 9 and 10) may also be secured to the striker 21 and to the draft lugs27 by means of-at headed screws. The'plates 93 support the respective draft riggings including the yokes 28. f The inturne'd upper anges of the channel members 19 are shaped as indicated at 94 (FIG. 4) to permit the yoke 28 to swivel during horizontal angling of the coupler. The lower anges of the channel members 19 are removed entirely in the regions 95 and 96 to permit application and removal of the yoke 28 and the draft gear 29 from the bottom side of the sill assembly.V A bottom cover `v plate 97 is provided connecting the'lower portion of the fixed sill structure 17 near theends of the vehicle body 16. The plate 97 supports the overhanging ends ofthe auxiliary sill struoture'lS. The plate 97 is spaced below outturned anges 71 by means of filler plates 98 as shown in FIGS. 9 and 10 to provide space for accommodating the plate 93. The plate 97 andthe filler plates are secured to the flanges 71 by rivets 99.

As hereinabove indicated the auxiliary sill structure 18 i and the fixed sill structure 17 and the couplers and their draft riggings are'identical at both ends of the car body 16. The hydraulic device and the parts and elements cooperating therewith and described in association with the left hand end portion of the railway car body is also provided within that portion of the sill assembly Vto the right of the center of the car body shown in FIG. l. Such an organization prevents any impact force from being applied to the body of the car except as metered through the hydraulic mechanisms. The combination operates to control the magnitude of the bufng forces and pulling forces 4 and theconventional draft equipment at each end of the resiliently maintain the auxiliary sill structure 18 in a normal or neutral position with respect to the fixed sill structure 17. This position is attained by the'spring 73 urging the followers 74 and 77 respectively in engagement with the abutment means 79 and 81. Any move- Vment of the auxiliary sill structure 18 with respect to the fixed sill structure in either direction further compresses the spring -73 in a manner such as illustrated in FIG. 7 wherein the lugs 87 have shifted the follower 74 to the right to compress the spring 73 because the follower 77l to a neutral or normal position after the energy of anirnpact has been dissipated. The spring 73 serves to restore the auxiliary sill structure to a neutral position with reference to the xed sill structure in either directure.

parts as shown in FIGS. 2 and 4. These lugs are secured .tion of longitudinal movement of the auxiliary sill strucof its normal position.

auxiliary sill structure functions to protect the auxiliary sill structure from Vhigh impact forces. While the conventional draft gears as employed in connection with the organization assist the hydraulic devices in absorbing the energy of collisions such draft gears are not significantly helpful in connection with high velocity collisions because of the lower capacity of the conventional type resilient draft gears.

In operation and upon the application of an kimpact in the direction of the arrow 101 (FIG. 6) The auxiliary sill structure 18 is displaced to the right relative to the fixed sill structure 17. Such a condition may develop as a result of a collision at the coupler 24 in FIG. 1 in a coupling operation or upon application of av sudden pull indicated by the arrow 102 (FIG. 8) applied to the coupler 24R. As a consequence of one or both of such inuences the auxiliary sill structure 1S is displaced to the right relative to the fixed sill structureV and the full stroke of such displacement is illustrated in FIGS. 6, 7 andV 8. The draft gear 29 compresses anamount consistent with the force. developed and follower 31 moves this distance to the right The follower 32 acting on the rear draft lugs 27 causes ethe auxiliary sill structure 18 to be moved to the right relative to the hed sill structure 17A until the transverse member 33 contacts with the outer vertical face 43 of the center post structure 4) thereby structure 178 relative to the fixed sillstructure17.

The lugs 53 carried by the. auxiliarysill structurelS k thus force the cylinder 46 to the right relative to the piston 47. The force developed byV this-hydraulicdevice is delivered through the piston rod'48- onto the stopfmember 64 and transferred to the lixedsill structure 17 Yandonto the car fbody. The lugs SSR (FIG. 8) carried by the auxiliary sill'structure 18 also act, simultaneouslypwith the lugs 53,-against the end of cylinder 44R and moveV itto the right relative'to the piston 47K. The force-developed by this hydraulic device is transferred by the piston rod 4SR onto the vertical inner face of the center post structure R and onto the car body 16 at this point.. spring'73` is compressed during such a strokeof the auxiliary sill structure and will recoil the auxiliary sill struc- TheA ture 18 to its normal' or neutral position after the energy of the collision has been absorbed.

The assembly operates the same for relative movement` between the auxiliary sill structure 18 and the fixed sill structure 17 in either'direction. The two doubleV acting cylinders operating"simultaneously make it possible to design each cylinder small enough `to permit their application within the space; provided by a standard Association of American Railroads double Zcenter sill structure which is in'use on existing freight cars and applied to new cars now being built. The grooves or orifices in the cylinders may be designed to produce as nearly as possible arectangular force curve for substantially all car loads and at Vall speeds of Vapproach producing an optimum condition ofmaxirnum energyabsorption with minimum force and minimum closure. The structure disclosed provides the advantage that it can be metered to absorb therenergy of Vcollisions between cars of weights varying from an empty car up to a v fully loaded one hundred ton capacity'car without developing forces which are destructive to either the lading or the car structure. The force which each hydraulic mechanism must be metered to develop in order to absorb the energy of a given collision is inverselyv proportional to the maximum relative longitudinalymovement which it is practical to provide between the auxiliary sillV structure and the xed sill or body. y Y A i While the invention `has been described with reference to a particular type of railway vehicle provided with a conventional type of center sill structure it will be appreciated that the invention is adaptable to other types of railway vehicles and in. connection with other types of draft riggings and sill structures. Such modifications andV others may be made Without Vdeparting from `the spirit and scope of the invention as set forth in the appended claims.

What I claim and desire to secure by Letters Patent is:

l. A cushionfir'iechanismY for a railway vehicle for absorbing the energy of an impact applied to a coupler thereof comprising, a vehicle body, a center sill structure extending longitudinally of said body `and secured thereto,

i an auxiliary sill'structure extending lengthwise within said center sill structure arranged for movements longitudinally n relative to said center sill structure, a coupler and a draft rigging carriedby each end portion ofy said auxiliary sill structure, means coupling said draft riggings to said auxiliary lsill structure for moving the auxiliary sill structure relative to said center sill structure upon application of an impact to either coupler, a cylinder mounted within said auxiliary sill structure, a piston within said cylinder, a piston rod extending through opposite ends of said cylinder, liquid within said cylinder, a center vpost structurersecured to said center sill kstructure" in abutting relationship with one end of said piston rod, stop means carried by the center sill structure in abutting relationship with the other Y endV of` said piston rod, lugs carried by the auxiliary sill structure engaging opposite ends of said cylinder preventing longitudinal` movements Vofthe cylinder relative to the auxiliary sill structure, and said cylinder having grooves therein controlling the velocity of liowr of the liquid from one side' of the piston to the other to cushion ranged therebetween, a plate joining'lsaid channel mem.

bers under said cylinder, and aV plate carriedby the'iixed sill struvcturefin guiding relationship to the first plate.

. 3., A mechanism for absorbing the energy of an impact applied to a coupler of a railway Vvehicle comprising, a vehicle bOdy, Va 'center Vsill structure extending longitudinally of said body and secured thereto, an auxiliary sill structure extending lengthwise within said center sill structureVV arranged for movements longitudinally relative to saidV center sill structure, a couplerand ardraft rigging carried by each endportion of said auxiliary sill structure, means coupling said draftriggings to said auxiliary Isill structure for moving the auxiliary sill structure relative to said center sill structure upon applicationof an impact to either coupler, a double acting hydraulic device including la cylinder with a piston therein mounted within said auxiliary sill structure, a pistonY rod extending through opposite ends of said cylinder, al center post structure carried by said center sill vstructure in abutting relationship with one end of said piston rod, stop means carried by the center sill structure in abutting relationship with the other end of said piston rod', means carried by the auxiliary sill structure preventing longitudinal movements of said cylinder relative to the auxiliary sill structure, another double acting hydraulic device including a second cylinder-with a pist-Von therein mounted within the auxiliary sill structure, a second piston rod extending through opposite ends of the second' cylinder, a center post structure carried by said center sillstructure in abutting Arelationship with one end of lthe second piston rod, stop means carried by the center sill structure in abutting relationship with the other end of the second piston rod, means Acarriedjby the auxiliary sill structure prevenn'ng longitudinal movements of the second cylinder relative to the auxiliary sill structure, liquid within said cylinders, and means for controlling the flow of the liquid from one side of each piston to the other to cushion'movements of the auxiliary sill structure relative to the center sill structure.

4. A mechanism for absorbing the energy of an impact applied to a coupler of a railway vehicle accordingto claim 3, including resilient means arranged within the auxiliary sill structure between said hydraulic devices, and means associated with said resilient means for returning the auxiliary sill structure 4to a neutral position with. respect tothe center sill' structure upon completion of an impact stroke.

5 A mechanism for absorbing the energy of an impact applied toV a coupler of a railway vehicle according to claim 3, including transverse members carried by the auxiliary sill structure for engagement with the respective center post structure to limit relative movements ofthe sill structure.

6. A cushion mechanism for a railway vehicle for absorbing the energy of animpact applied to a coupler thereof comprising, a vehicle body, a center sill structure `extending longitudinally of said body and secured thereto, an auxiliary sill structure extending lengthwise within said center. sill structure arranged for movements longitudinally relativeV to said center sill structure, a coupler and a draft` rigging carried by an'end portion of `saidauxiliary sill said auxiliary-sill structure, a piston within said cylinder,

Va.V piston rod extending through opposite ends of said cylinder, liquid within said cylinder, meansv carriedl by said center sill structure in abutting,` relationship with one end of said piston rod, stop means carried by the center sill structure in abutting relationship with the other end of said piston rod, means carried by -the auxiliary sill structure engaging opposite ends of said cylinder preventing longitudinal movements of the cylinder relative to the auxiliary sill structure, and means for controlling the flow of liquid from one side of said piston to the other side thereof to cushion movements of the auxiliary sill structure relative to the center sill structure.

7. A cushion mechanism for a railway vehicle for absorbing the energy of an impact applied to a coupler thereof according to claim 6, wherein the cylinder has a f'lll opening and the auxiliary sill structure has a slot therethrough aligned with the fill opening, mid said center sill structure having a slot therethrough registering with the slot in the auxiliary sill structure when the sill structures are in a neutral position with respect to each other.

8. A cushion mechanism for a railway vehicle for absorbing the energy of an impact applied to a coupler thereof according to claim 6, wherein the auxiliary sill structure includes transversely spaced channel members having confronting flanges, and said cylinder being arranged between said channel members, and having an exterior cross section substantially filling the area between said channel members and the flanges thereof.

9. A mechanism for absorbing the energy of an impact applied to a coupler of a railway vehicle comprising, a vehicle body, a center sill structure extending longitudinally of said body and secured thereto, an auxiliary sill structure extending lengthwise within said center sill structure arranged for movements longitudinally relative to said center still structure, a coupler and a draft .rigging carried by each end portion of said auxiliary sill structure, means coupling said draft riggings to said auxiliary sill structure for moving the auxiliary sill structure relative to said center sill structure upon application of an impact to either coupler, a double acting hydraulic device including a cylinder with a piston therein mounted within said auxiliary sill structure, a piston rod extending through opposite ends of said cylinder, means carried by said center sill structure in abutting relationship with one end of said piston rod, stop means carried by the center sill structure in abutting relationship with the other end of said piston rod, means carried by the auxiliary sill structure preventing longitudinal movements of said cylinder relative to the auxiliary sill structure, another double acting hydraulic device including a second cylinder with a piston therein mounted Within the auxiliary sill structure, a second piston rod extending through opposite ends of the second cylinder, means carried by said center sill structure in abutting relationship with one end of a second piston rod, stop means carried by the center sill structure in abutting relationship with the other end of the second piston rod, means carried by the auxiliary sill structure preventing longitudinal movements of the second cylinder relative to the auxiliary sill structure, liquid within said cylinders, and means for controlling the flow of the liquid from one side of each piston to the other to cushion movements of the auxiliary sill structurerelative to the center sill structure.

10. In combination, an under-frame structure having a guideway extending lengthwise therethrough, a channel shaped unitary floating sill structure in the guideway to project beyond opposite ends thereof and slidably supported from the underframe structure, and a hydraulic cushioning unit disposed in the oating sill structure in line with the guideway and including a double ended hydraulic cylinder lengthwise in the guideway and fixed to the floating sill structure and a double-ended piston and piston rod assembly slidable lengthwise in the cylinder to develop hydraulic fluid pressure therein, with the piston rods projecting from opposite ends of the cylinder to abut with cooperating stops fixed to the underframe structure and projecting within the floating sill structure adjacent opposite ends of the assembly, said unit having means providing a hydraulic fluid flow path between opposite ends of the cylinder for developing iluid frictional resistance to relative lengthwise movement between the cylinder l and the assembly so that the unit resists relative lengthwise movement between the structures by developing hydraulic uid friction under hydraulic pressure.

11. In combination, an underframe structure having a guideway open at the bottom and extending lengthwise through the undertrame structure, a channel shaped floating sill structure having an open bottom and supported from the underframe structure for lengthwise sliding movement in the guideway, said floating sill structure extending the length of said guideway and having aligned draft pockets adjacent opposite ends thereof, a draft gear mechanism operatively mounted in each pocket, coupling mechanism to each draft gear mechanism for transmitting buff and draft impact forces therethroughto the ilo-ating sill structure, and a double acting hydraulic cushioning unit dipsosed in the floating sill structure intermediately between and aligned with the draft pockets and including a double-ended hydraulic cylinder lengthwise of the guideway and fixed to the floating sill structure and a doubleended piston and piston rod assembly slidable in the cylinder to develop hydraulic fluid pressure therein, with the piston rods projecting from opposite ends of the cylinder to abut with cooperating stops fixed to the underframe structure and projecting within the floating sill structure adjacent opposite ends of the assembly, said unit having means providing a hydraulic fluid flow path between Opposite ends of the cylinder for developing fluid frictional resistance to relative lengthwise movement between the cylinder and the assembly so that the unit resists relative lengthwise movement between the structures by developing hydraulic fluid friction under hydraulic pressure.

12. A cushion mechanism for a railway vehicle for absorbing the energy of an impact applied to a coupler thereof comprising, a vehicle body, a center sill structure extending longitudinally of said body and secured thereto, an auxiliary sill structure arranged for movements longitudinally relative to said center sill structure, a coupler and a draft rigging carried by each end portion of said auxiliary sill structure, means coupling said draft riggings to said auxiliary sill structure for moving the auxiliary sill structure relative to said center sill structure upon application of an impact to either coupler, a cylinder mounted within said auxiliary sill structure, a piston within said cylinder, a piston rod extending through opposite ends of said cylinder, liquid within said cylinder, a stop structure secured to said center sill structure in abutting relationship with one end of said piston rod, stop means carried by the center sill structure in abutting relationship with the other end of said piston rod, lugs carried by the auxiliary sill structure engaging opposite ends of said cylinder preventing longitudinal movements of the cylinder relative to the auxiliary sill structure, and said cylinder having grooves therein controlling the velocity of flow of the liquid from one side of the piston to the other to cushion movements of the auxiliary sill structure relative to the center sill structure.

References Cited by the Examiner UNITED STATES PATENTS 2,047,955 7/36 Fitch 213-8 X 2,590,406 3/52 Haas 213--8 2,752,048 6/56 Filliou 213-8 Luo QUACKENBUSH, Primary Examiner. Y

JAMES S. SHANK, Examiner. 

3. A MECHANISM FOR ABSORBING THE ENERGY OF AN IMPACT APPLIED TO A COUPLER OF A RAILWAY VEHICLE COMPRISING, A VEHICLE BODY, A CENTER SILL STRUCTURE EXTENDING LONGITUDINALLY OF SAID BODY AND SECURED THERETO, AN AUXILIARY SILL STRUCTURE EXTENDING LENGTHWISE WITHIN SAID CENTER SILL STRUCTURE ARRANGED FOR MOVEMENTS LONGITUDINALLY RELATIVE TO SAID CENTER SILL STRUCTURE, A COUPLER AND A DRAFT RIGGING CARRIED BY EACH END PORTION OF SAID AUXILIARY SILL STRUCTURE, MEANS COUPLING SAID DRAFT RIGGINGS TO SAID AUXILIARY SILL STRUCTURE FOR MOVING THE AUXILIARY SILL STRUCTURE RELATIVE TO SAID CENTER SILL STRUCTURE UPON APPLICATION OF AN IMPACT TO EITHER COUPLER, A DOUBLE ACTING HYDRAULIC DEVICE INCLUDING A CYLINDER WITH A PISTON THEREIN MOUNTED WITHIN SAID AUXILIARY SILL STRUCTURE, A PISTON ROD EXTENDING THROUGH OPPOSITE ENDS OF SAID CYLINDER, A CENTER POST STRUCTURE CARRIED BY SAID CENTER SILL STRUCTURE IN ABUTTING RELATIONSHIP WITH ONE END OF SAID PISTON ROD, STOP MEANS CARRIED BY THE CENTER SILL STRUCTURE IN ABUTTING RELATIONSHIP WITH THE OTHER END OF SAID PISTON ROD, MEANS CARRIED BY THE AUXILIARY SILL STRUCTURE PREVENTING LONGITUDINAL MOVEMENTS OF SAID CYLINDER RELATIVE TO THE AUXILIARY SILL STRUCTURE, ANOTHER DOUBLE ACTING HYDRAULIC DEVICE INCLUDING A SECOND CYLINDER WITH A PISTON THEREIN MOUNTED WITHIN THE AUXILIARY SILL STRUCTURE, A SECOND PISTON ROD EXTENDING THROUGH OPPOSITE ENDS OF THE SECOND CYLINDER, A CENTER POST STRUCTURE CARRIED BY SAID CENTER SILL STRUCTURE IN ABUTING RELATIONSHIP WITH ONE END OF THE SECOND PISTON ROD, STOP MEANS CARRIED BY THE CENTER SILL STRUCTURE IN ABUTTING RELATIONSHIP WITH THE OTHER END OF THE SECOND PISTON ROD, MEANS CARRIED BY THE AUXILIARY SILL STRUCTURE PREVENTING LONGITUDINAL MOVEMENTS OF THE SECOND CYLINDER RELATIVE TO THE AUXILIARY SILL STRUCTURE, LIQUID WITHIN SAID CYLINDERS, AND MEANS FOR CONTROLLING THE FLOW OF THE LIQUID FROM ONE SIDE OF EACH PISTON TO THE OTHER TO CUSHION MOVEMENTS OF THE AUXILIARY SILL STRUCTURE RELATIVE TO THE CENTER SILL STRUCTURE. 